An arrangement for packaging an engine of a vehicle

ABSTRACT

The present disclosure provides an arrangement for packaging an engine of a vehicle. The arrangement comprises a frame having a front end and a rear end, a vehicle body secured on the frame, a first pair of wheels coupled to the frame near the front end thereof and a second pair of wheels coupled to the frame near the rear end thereof, the first and second pair of wheels adapted to support the frame, and the engine transversely disposed with respect to the longitudinal axis of the frame, and drivingly coupled to at least one of the first pair of wheels and the second pair of wheels.

FIELD OF THE DISCLOSURE

The present disclosure relates to an arrangement for packaging an engineof a vehicle.

BACKGROUND

A majority of vehicles are rear wheel drive vehicles, wherein an enginedrives rear wheels of the vehicle. More specifically, the rear wheelsare driven by the engine, particularly; the engine is coupled with atransmission which in turn is connected to a differential via apropeller shaft. The differential is mounted on a rear axle supportingthe rear wheels. The engine, particularly the internal combustion (IC)engine rotates the propeller shaft and consequently rotating the rearaxle through the differential. Conventionally, in a vehicle, the engineis mounted longitudinally with respect to a frame of the vehicle.Generally, for a rear wheel drive vehicle, the engine is mounted in thefront portion of the vehicle.

U.S. Pat. No. 4,867,260 discloses a drive line assembly and a mountingarrangement for converting a front engine front wheel drive vehicle toan on-demand four wheel drive system. The vehicle rear axle is adaptedto be selectively driven by means of a viscous fluid coupling positionedintermediate a forward angled universal-joint drive line assembly and arear torque tube enclosed longitudinal propeller shaft assembly. Anoverrunning clutch is rigidly connected intermediate a forwardlyextending neck portion of the rear axle drive housing and the torquetube defines a composite torque tube structure. The overrunning clutchis adapted to be locked for a transmission of torque during normaldriving. The rear axle drive housing is sprung from the frame by a pairof transversely aligned isolation mounts while the composite torque tubeis resiliently secured by a bracket support adjacent to its forward end.The composite torque tube provides an extended lever arm of apredetermined length that oscillates in a vertical plane about thetransverse axis of the pair of rear mounts whereby the reaction torquevibrations from the rear axle drive imparted to the forward resilientbracket support are effectively dampened.

U.S. Pat. No. 4,483,408 discloses a final drive arrangement of anautomotive transaxle. The final drive unit arrangement is provided witha gearing between the differential gear and one of the driven wheelswhich reverses the rotation of the output of the final drive unit andthen reverses the same, so that both of the driven wheels rotate in thesame direction but the reaction input to the final drive unit from eachof the driven wheels negates or offsets the other.

U.S. Pat. No. 1,802,191 discloses a motor vehicle that includes a framecomprises side channel members spreading rearwards, front and rear crosschannel members, intermediate cross tubular members, and forward andrearward extensions, having transverse spring suspension, a car bodysupported on the frame, seats supported on the side frame members and afloor supported on the lower flange of the side frame members. The framehaving channel side and end members, mounted on transverse springs, thefront cross channel member supporting in rear, a gas engine, flywheeland clutch and in front, a transmission casing, a differential casing,stub shafts journal led in the sides thereof and brake drums mounted onthe stub shafts, forming a balanced power and drive mechanism.

The front engine, rear wheel driven power train package is predominantlyused in vehicles having “body on frame” configuration of the vehicle.Further front engine front wheel drive is used in vehicles havingmonocoque construction, particularly, “body frame integrated”construction. With front engine, front wheel drive configuration of thevehicle, the requirement of propeller shaft, rear axle and differentialis eliminated. The “body on frame” configuration of the vehicle has itsown advantages.

However, none of the above patent applications discloses vehicles having“body on frame” configuration.

There is thus felt a need for eliminating the problems/limitationsassociated with prior arrangement for packaging the engine ofautomobiles, particularly, there is felt a need for an arrangement forpackaging an engine of an automobile, wherein the engine is disposed atthe front portion of the vehicle having “body on frame” configuration,and utilizing advantages associated with the “body on frame”configuration of the vehicle.

Accordingly, there is a need to provide an arrangement for packaging anengine of an automobile thereby enhancing fuel economy of the vehicleand providing a cost effective power train.

OBJECTS

Some of the objects of the present disclosure which at least oneembodiment is adapted to provide, are described herein below:

An object of the present disclosure is to provide an arrangement forpackaging an engine of automobile, wherein the engine is disposed at thefront portion of the vehicle having “body on frame”, and utilizing the“body on frame” configuration of the vehicle and advantages associatedwith the “body on frame” configuration of the vehicle

Another object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles reducing weight of the vehicle.

Again, an object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles that is simple in construction.

Another object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles that enhances fuel economy.

Further object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles.

Again, an object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles that reduces maintenancerequirements associated with the vehicle.

Still, an object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles that increases power to weightratio.

Again, an object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles that enhances steeringperformance.

Further object of the present disclosure is to provide an arrangementfor packaging the engine of automobiles that improves traction in thesteered wheels.

Other objects and advantages of the present disclosure will be apparentfrom the following description when read in conjunction with theaccompanying figures, which are not intended to limit the scope of thepresent disclosure.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

An arrangement for packaging an engine of an automobile of the presentdisclosure will now be explained in relation to the non-limitingaccompanying drawings, in which:

FIG. 1 illustrates a schematic plan view of a conventional arrangementfor packaging an engine of a vehicle;

FIG. 2 illustrates a schematic plan view of an arrangement for packagingan engine of a vehicle in accordance with a first embodiment of thepresent disclosure, wherein the engine is transversely disposed at afront portion with respect to the longitudinal axis of a frame of thevehicle;

FIG. 3 illustrates a schematic top view for packaging an engine on aframe of a vehicle in accordance with the first embodiment of thepresent disclosure;

FIG. 4 illustrates a schematic front view for packaging an engine on aframe of a vehicle in accordance with the first embodiment of thepresent disclosure;

FIG. 5 illustrates a schematic view for packaging an engine on a frameof a vehicle in accordance with the first embodiment of the presentdisclosure, wherein the schematic view depicts mounting of the engine atthree mounting locations;

FIG. 6 illustrates a schematic top view for packaging an engine on aframe of a vehicle in accordance with a second embodiment of the presentdisclosure, wherein the schematic top view depicts a transfer casedriving a second pair of wheels via a propeller shaft, a reardifferential and a rear axle;

FIG. 7 illustrates a schematic top view for packaging an engine on aframe of a vehicle in accordance with a third embodiment of the presentdisclosure, wherein the schematic top view depicts the transversallydisposed engine and a transaxle which is replaced by an automatictransmission gear box;

FIG. 8 illustrates a schematic top view for packaging an engine on aframe of a vehicle in accordance with a fourth embodiment of the presentdisclosure, wherein the schematic top view depicts the transversallydisposed engine and a transaxle which is replaced an automated manualtransmission gear box ‘AM’;

FIG. 9 illustrates a schematic top view for packaging an engine on aframe of a vehicle in accordance with a fifth embodiment of the presentdisclosure, wherein the schematic top view depicts the transversallydisposed engine and an ‘E-motor’ disposed between a transaxle and theengine;

FIG. 10 illustrates a schematic top in accordance with a sixthembodiment of the present disclosure, wherein the schematic top viewdepicts an E-motor ‘E’ replacing the engine and the transaxle; and

FIG. 11 illustrates a schematic top view for packaging an engine on aframe of a vehicle in accordance with a seventh embodiment of thepresent disclosure, wherein the schematic top view depicts thetransverse arrangement of the engine with respect to the longitudinalaxis of a frame of the vehicle, and an E-motor ‘E’ operatively connectedto a second pair of wheels.

DETAILED DESCRIPTION

The arrangement for packaging the engine of the vehicle of the presentdisclosure will now be described with reference to the embodiments whichdo not limit the scope and ambit of the disclosure. The descriptionrelates purely to the exemplary preferred embodiments of the disclosedsystem and its suggested applications.

The arrangement for packaging the engine of the vehicle herein and thevarious features and advantageous details thereof are explained withreference to the non-limiting embodiments in the following description.Descriptions of well-known components and processing techniques areomitted so as to not unnecessarily obscure the embodiments herein. Theexamples used herein are intended merely to facilitate an understandingof ways in which the embodiments herein may be practiced and to furtherenable those of skill in the art to practice the embodiments herein.Accordingly, the examples should not be construed as limiting the scopeof the embodiments herein.

FIG. 1 illustrates a schematic plan view of a conventional arrangementfor packaging an engine 102 of a vehicle 100. The vehicle 100 includes afirst pair of wheels 101, the engine 102, a transmission unit 104, apropeller shaft 106, a rear differential 108, a rear axle 110, and asecond pair of wheels 112. The engine 102 is mounted in a front portionof the vehicle 100. Conventionally, the engine 102 is mountedlongitudinally with respect to a frame of the vehicle 100. The firstpair of wheels 101 and the second pair of wheels 112 are adapted tosupport the frame of the vehicle 100. The vehicle 100 is operated bydriving the second pair of wheels 112. The second pair of wheels 112 isdriven by the engine 102 of the vehicle 100. The engine 102 isoperatively coupled with the transmission unit 104 that in turn isoperatively coupled to the rear differential 108 via the propeller shaft106. The power (drive) generated from the engine 102 is transmitted tothe rear differential 108 via the transmission unit 104 and thepropeller shaft 106. The rear differential 108 mounted on the rear axle110 transfers the drive to the rear axle 110 which in turn transfers thedrive to the second pair of wheels 112 and hence the second pair ofwheels 112 rotates.

The front engine, rear wheel driven power train package is predominantlyused in vehicles having “body on frame” configuration of the vehicle.Further front engine front wheel drive is used in vehicles havingmonocoque construction, particularly, “body frame integrated”construction. The “body on frame” configuration of the vehicle has itsown advantages.

FIG. 2 illustrates a schematic plan view of an arrangement for packagingan engine 201 of a vehicle 200 in accordance with a first embodiment ofthe present disclosure, wherein the engine 201 is transversely disposedat a front portion with respect to the longitudinal axis of a frame (notshown in FIG. 2) of the vehicle 200. The vehicle 200 includes a firstpair of wheels 206 a 1 and 206 b 1, the transversely arranged engine201, a transmission unit 202, a first drive shaft 205 a and a seconddrive shaft 205 b. In this embodiment use of a propeller shaft, a reardifferential and a rear axle is eliminated. Due to this, followingtechnical advancements are achieved:

-   -   weight of the vehicle 200 is reduced;    -   power to weight ratio is increased;    -   fuel economy is improved;    -   steering performance is improved;    -   higher drive train efficiency;    -   improvement in the interior space;    -   flat floor;    -   modular assembly process; and    -   space for spare tire in the underbody between front and rear        axle.

FIG. 3 illustrates a schematic top view for packaging an engine 201 on aframe 207 of a vehicle 200 in accordance with the first embodiment ofthe present disclosure. FIG. 3 depicts the frame 207 comprising a frontend, a rear end, left operative side 207 a and a right operative side207 b, mounting brackets 208 comprising a first power train mountingbracket 208 a, a second power train mounting bracket 208 b and a thirdpower train mounting bracket 208 c, a cross member 209, a first pair ofwheels comprising a left side front wheel 206 a 1 and a right side frontwheel 206 b 1, the engine 201, a transmission unit 202, a final driveunit 203, a first drive shaft 205 a, a second drive shaft 205 b, a firstconstant velocity joint 204 a 1, a second constant velocity joint 204 a2, a third constant velocity joint 204 b 1, a fourth constant velocityjoint 204 b 2, an intermediate drive shaft 212, a bearing 211, a firstknuckle 210 a 1, and a second knuckle 210 b 1.

The engine 201 of the vehicle 200 is operatively coupled with thetransmission unit 202 which is further operatively coupled to the finaldrive unit 203. The transmission unit 202 receives power (drive) fromthe engine 201 and transfers it to the final drive unit 203. The finaldrive unit 203 comprises a first output shaft (not shown in FIG. 3) anda second output shaft (not shown in FIG. 3). The combination of thetransmission unit 202 and the final drive unit 203 is referred as atransaxle.

In accordance with the present disclosure, the engine 201 and thetransaxle are placed in an operative transverse direction with respectto the longitudinal axis of the frame 207 of the vehicle 200. When thevehicle 200 is viewed from the top, the transverse direction refers to adirection from an operative left hand side to an operative right handside of the vehicle 200. One end of the first drive shaft 205 a of thevehicle 200 is operatively coupled to the final drive unit 203 via thefirst output shaft and the first constant velocity joint 204 a 1, andthe other end of the first drive shaft 205 a is operatively coupled tothe first knuckle 210 a 1 via the second constant velocity joint 204 a2. The first knuckle 210 a 1 is rigidly operatively connected to theleft side wheel 206 a 1 of the vehicle 200. Further, one end of thesecond drive shaft 205 b of the vehicle 200 is operatively coupled tothe intermediate drive shaft 212. One end of the intermediate driveshaft 212 is operatively coupled to the second output shaft and otherend of the intermediate drive shaft 212 is supported by the bearing 211.The intermediate drive shaft 212 is operatively connected to the seconddrive shaft 205 b of the vehicle 200 via the third constant velocityjoint 204 b 1. The second drive shaft 205 b is operatively connected tothe second knuckle 210 b 1 via the fourth constant velocity joint 204 b2. The second knuckle 210 b 1 is rigidly operatively connected to theright side wheel 206 b 1.

The constant velocity joints 204 a 1, 204 a 2, 204 b 1 and 204 b 2facilitate an angular and a vertical movement of the first pair ofwheels 206 a 1 and 206 b 1. The angular movement of the first pair ofwheels 206 a 1 and 206 b 1 is generated during turning the vehicle 200.The vertical movement is caused due to non-planar road surface.

The engine 201 and the transaxle are supported on the frame 207 of thevehicle 200 at three mounting locations (refer FIG. 5). The engine 201is supported between the left operative side 207 a and the rightoperative side 207 b using the first power train mounting bracket 208 a,the second power train mounting bracket 208 b, and the third power trainmounting bracket 208 c. The engine 201, the transmission unit 202, thefinal drive unit 203, the left operative side 207 a, the right operativeside 207 b, the first power train mounting bracket 208 a, the secondpower train mounting bracket 208 b, and the third power train mountingbracket 208 c are supported on the cross member 209 of the frame 207 ofthe vehicle 200.

In accordance with one embodiment, the cross member 209 is welded to theleft operative side 207 a and the right operative side 207 b. Further,the first, second and third power train mounting brackets 208 a, 208 band 208 c includes a plurality of vibration absorbers (not shown in FIG.3) in order to attenuate vibration generated in the engine 201.

In accordance with one embodiment, the vibration absorbers are flexibleelements made of rubber.

Due to the combustion of fuel in the engine 201, power is generated inthe engine 201 which is utilized to drive a crankshaft (not shown inFIG. 3) operatively connected to a flywheel (not shown in FIG. 3) and aclutch (not shown in FIG. 3) having an output shaft (not shown in FIG.3). The output shaft of the clutch transfers the power to thetransmission unit 202. The transmission unit 202 includes input gears,output gears and output shaft. Output shaft of the transmission unit 202transfer power to gears of the final drive unit 203 based on theselection of the input gears and output gears of the transmission unit202. Power received by the final drive unit 203 is transferred to thefirst drive shaft 205 a and 205 b via the first output shaft and thesecond output shaft of the final drive unit 203. The first drive shaft205 a and the intermediate drive shaft 212 are operatively connected tothe constant velocity joints 204 a 1 and 204 b 1 respectively. Powertransferred to the intermediate drive shaft 212 is transferred to thesecond drive shaft 205 b which is then transferred to the right sidefront wheel 206 b 1 via the constant velocity joints 204 b 1, 204 b 2and the second knuckle 210 b 1. Similarly, the power is transferred fromthe first drive shaft 205 a to the left side front wheel 206 a 1 via theconstant velocity joints 204 a 1, 204 a 2 and the first knuckle 201 a 1.

The constant velocity joints 204 a 1, 204 a 2, 204 b 1, 204 b 2facilitate angular and vertical movements of the first pair of wheels206 a 1 and 206 b 1. Further, the constant velocity joints 204 a 1, 204a 2, 204 b 1 and 204 b 2 allow the first and second drive shafts 205 aand 205 b to transmit power by a constant rotational speed and at avariable angle without undesirable increase in the friction.

In accordance with the present disclosure, the final drive unit 203comprises a differential gear (not shown in FIG. 3) for facilitating thedifferential rotation of the first pair of wheels 206 a 1 and 206 b 1.In accordance with the present disclosure, a vehicle body is secured onthe frame 207.

In accordance with the present disclosure, the first pair of wheels 206a 1 and 206 b 1, and the second pair of wheels 206 a 2 and 206 b 2provides support to the frame 207.

FIG. 4 illustrates a schematic front view for packaging an engine 201 ona frame of a vehicle 200 in accordance with the first embodiment of thepresent disclosure. FIG. 4 includes the elements as mentioned in FIG. 3.

FIG. 6 illustrates a schematic top view for packaging an engine 201 on aframe of a vehicle 200 in accordance with a second embodiment of thepresent disclosure, wherein the schematic top view depicts a transfercase 214 driving a second pair of wheels 206 a 2 and 206 b 2 via apropeller shaft 216, a rear differential 218 and a rear axle 220. FIG. 6also includes a first constant velocity joint 204 a 1, a second constantvelocity joint 204 a 2, a third constant velocity joint 204 b 1, afourth constant velocity joint 204 b 2, a fifth constant velocity joint204 a 3, a sixth constant velocity joint 204 b 3, a first knuckle 210 a1, a second knuckle 210 b 1, a third knuckle 210 a 2, a fourth knuckle210 b 2, a first pair of wheels 206 a 1 and 206 b 1. The transaxle whichis a combination of the transmission unit 202 and the final drive unit203 is modified to have the transfer case 214. The transfer case 214 isoperatively connected to the propeller shaft 216. The propeller shaft isthen operatively connected to the rear differential 218 which is mountedon the rear axle 220. The power generated in the engine 201 istransferred to the rear axle 220 via the transfer case 214, thepropeller shaft 216, and the rear differential 218. The power receivedby the rear axle is then transferred to the second pair of wheels 206 a2 and 206 b 2 via the fifth constant velocity joint 204 a 3, the thirdknuckle 210 a 2, the sixth constant velocity joint 204 b 3, and thefourth knuckle 210 b 2.

In accordance with the present disclosure, the power flow to the secondpair of wheels 206 a 2 and 206 b 2 via the transfer case 214, thepropeller shaft 216, the rear differential 218, and the rear axle 220can be controlled by providing the “All-wheel drive switch”. The“All-wheel drive switch”, depending upon the requirement, can beautomatically and/or manually operated that is the transfer case 14 canbe selectively powered. The mechanism of the All-wheel drive is based onthe traction needs of the first pair of wheels 206 a 1 and 206 b 1, andthe second pair of wheels 206 a 2 and 206 b 2 of the vehicle 200.

In accordance with one embodiment, the first pair of wheels 206 a 1 and206 b 1, and the second pair of wheels 206 a 2 and 206 b 2 of thevehicle 200 can be selectively powered continuously using the All-wheeldrive mechanism. Further, depending upon the requirement, the All-wheeldrive mechanism can be incorporated with minimum modifications in thearrangement for packaging the engine 201. Furthermore, the All-wheeldrive mechanism provides an additional traction and controls the torquerequirement for the first pair of wheels 206 a 1 and 206 b 1, and thesecond pair of wheels 206 a 2 and 206 b 2 in the changing roadconditions. However, if the All-wheel drive mechanism is notincorporated, use of a propeller shaft, a rear differential and a rearaxle is eliminated. Due to this, following technical advancements areachieved:

-   -   weight of the vehicle is reduced;    -   power to weight ratio is increased;    -   fuel economy is improved;    -   steering performance is improved;    -   higher drive train efficiency;    -   improvement in the interior space;    -   flat floor;    -   modular assembly process; and    -   space for spare tire in the underbody between a front and the        rear axle.

FIG. 7 illustrates a schematic top view for packaging an engine 201 on aframe of a vehicle 200 in accordance with a third embodiment of thepresent disclosure, wherein the schematic top view depicts thetransversally disposed engine 201 and a transaxle which is replaced byan automatic transmission gear box ‘A’. The automatic transmission gearbox ‘A’ contains a fluid coupling (not shown in FIG. 7) and a torqueconverter (not shown in FIG. 6). FIG. 6 depicts that no additionalmounting arrangement is required for mounting the automatic transmissiongear box ‘A’. In this embodiment, use of a propeller shaft, a reardifferential and a rear axle is eliminated. Due to this, followingtechnical advancements are achieved:

-   -   weight of the vehicle is reduced;    -   power to weight ratio is increased;    -   fuel economy is improved;    -   steering performance is improved;    -   higher drive train efficiency;    -   improvement in the interior space;    -   flat floor;    -   modular assembly process; and    -   space for spare tire in the underbody between a front and the        rear axle.

FIG. 8 illustrates a schematic top view for packaging an engine 201 on aframe of a vehicle 200 in accordance with a fourth embodiment of thepresent disclosure, wherein the schematic top view depicts thetransversally disposed engine 201 and a transaxle which is replaced anautomated manual transmission gear box ‘AM’. The automated manualtransmission gear box ‘AM’ contains a gear box (not shown in FIG. 8),and automatic clutch mechanism (not shown in FIG. 8). FIG. 8 depictsthat no additional mounting arrangement is required for mounting theautomated manual transmission gear box ‘AM’. In this embodiment, use ofa propeller shaft, a rear differential and a rear axle is eliminated.Due to this, following technical advancements are achieved:

-   -   weight of the vehicle is reduced;    -   power to weight ratio is increased;    -   fuel economy is improved;    -   steering performance is improved;    -   higher drive train efficiency;    -   improvement in the interior space;    -   flat floor;    -   modular assembly process; and    -   space for spare tire in the underbody between a front and the        rear axle.

FIG. 9 illustrates a schematic top view for packaging an engine 201 on aframe of a vehicle 200 in accordance with a fifth embodiment of thepresent disclosure, wherein the schematic top view depicts thetransversally disposed engine 201 and an ‘E-motor’ disposed between atransaxle and the engine 201. The transaxle is a combination of thetransmission unit 202 and the final drive unit 203. The E-motor ‘E’added between the engine 201 and the transaxle forms a mild hybridconfiguration. The E-motor ‘E’ can be powered by a battery pack whichcan be positioned in the underbody (not shown in FIG. 9) of the vehicle200. Due to the E-motor ‘E’, torque, fuel economy of the vehicle 200 canbe improved. Further, the use of E-motor ‘E’ reduces carbon-dioxideemission from the vehicle 200. FIG. 9 depicts that no additionalmounting arrangement is required for mounting the E-motor ‘E’. In thisembodiment, use of a propeller shaft, a rear differential and a rearaxle is eliminated. Due to this, following technical advancements areachieved:

-   -   weight of the vehicle is reduced;    -   power to weight ratio is increased;    -   fuel economy is improved;    -   steering performance is improved;    -   higher drive train efficiency;    -   improvement in the interior space;    -   flat floor;    -   modular assembly process; and    -   space for spare tire in the underbody between a front and the        rear axle.

FIG. 10 illustrates a schematic top view in accordance with a sixthembodiment of the present disclosure, wherein the schematic top viewdepicts an E-motor ‘E’ replacing the engine 201 and the transaxle.Replacement of the engine 201 and the transaxle by the E-motor ‘E’ formsa mild hybrid configuration. FIG. 10 depicts that no additional mountingarrangement is required for mounting the E-motor ‘E’. In thisembodiment, use of a propeller shaft, a rear differential and a rearaxle is eliminated. Due to this, following technical advancements areachieved:

-   -   weight of the vehicle is reduced;    -   power to weight ratio is increased;    -   fuel economy is improved;    -   steering performance is improved;    -   higher drive train efficiency;    -   improvement in the interior space;    -   flat floor;    -   modular assembly process; and    -   space for spare tire in the underbody between a front and the        rear axle.

FIG. 11 illustrates a schematic top view for packaging an engine 201 ona frame of a vehicle 200 in accordance with a seventh embodiment of thepresent disclosure, wherein the schematic top view depicts thetransverse arrangement of the engine 201 with respect to thelongitudinal axis of a frame of the vehicle 200, and an E-motor ‘E’operatively connected to a second pair of wheels 206 a 2 and 206 b 2.FIG. 11 depicts that the E-motor ‘E’ is operatively coupled to the rearaxle 220 that is operatively connected to the second pair of wheels 206a 2 and 206 b 2. The E-motor ‘E’ mounted on the rear axle 220 forms afull hybrid configuration. The E-motor ‘E’ will be powered by a batterypack which can be the positioned in the underbody of the vehicle 200.

The type of configuration described in FIG. 11 is referred to as fullhybrid configuration. This type of configuration improves the torque,fuel economy of the vehicle 200. Further, this type of configurationreduces the emission of carbon-dioxide from the vehicle 200.

In accordance with one embodiment, a steering gear is operativelycoupled to the first pair of wheels 206 a 1 and 206 b 1, and thesteering gear is one of a left hand steering gear and a right handsteering gear.

In accordance with another embodiment, an engine 201 of the vehicle 200can be disposed inclined about the crankshaft axis on either side tohave better packaging clearances.

In this embodiment, use of a propeller shaft, a rear differential and arear axle is eliminated. Due to this, following technical advancementsare achieved:

-   -   weight of the vehicle is reduced;    -   power to weight ratio is increased;    -   fuel economy is improved;    -   steering performance is improved;    -   higher drive train efficiency;    -   improvement in the interior space;    -   flat floor;    -   modular assembly process; and    -   space for spare tire in the underbody between a front and the        rear axle.

TECHNICAL ADVANCEMENTS

The present disclosure relates to the arrangement for packaging theengine of the vehicle as described herein above. The arrangement hasseveral technical advancements:

-   -   the arrangement for packaging the engine of the vehicle, wherein        the engine is disposed at the front portion of the vehicle        having “body on frame” configuration and utilizing advantages        associated with the “body on frame” configuration of the        vehicle;    -   simple in construction;    -   enhances fuel economy;    -   reduces overall weight of the vehicle;    -   that increases power to weight ratio;    -   enhances steering performance; and    -   improves traction in the steered wheels.

Throughout this specification the word “comprise”, or variations such as“comprises” or “comprising”, will be understood to imply the inclusionof a stated element, integer or step, or group of elements, integers orsteps, but not the exclusion of any other element, integer or step, orgroup of elements, integers or steps.

The use of the expression “at least” or “at least one” suggests the useof one or more elements or ingredients or quantities, as the use may bein the embodiment of the disclosure to achieve one or more of thedesired objects or results.

The foregoing description of the specific embodiments will so fullyreveal the general nature of the embodiments herein that others can, byapplying current knowledge, readily modify and/or adapt for variousapplications such specific embodiments without departing from thegeneric concept, and, therefore, such adaptations and modificationsshould and are intended to be comprehended within the meaning and rangeof equivalents of the disclosed embodiments. It is to be understood thatthe phraseology or terminology employed herein is for the purpose ofdescription and not of limitation. Therefore, while the embodimentsherein have been described in terms of preferred embodiments, thoseskilled in the art will recognize that the embodiments herein can bepracticed with modification within the spirit and scope of theembodiments as described herein.

1. An arrangement for packaging an engine of a vehicle, said arrangementcomprising: a frame having a front end and a rear end; a vehicle bodysecured on said frame; a first pair of wheels coupled to said frame nearsaid front end thereof and a second pair of wheels coupled to said framenear said rear end thereof, said first and second pair of wheels adaptedto support said frame; and the engine transversely disposed with respectto the longitudinal axis of said frame; and drivingly coupled to atleast one of said first pair of wheels and said second pair of wheels.2. An arrangement for packaging an engine of a vehicle, said arrangementcomprising: a frame having a front end and a rear end; a vehicle bodysecured on said frame; a first pair of wheels coupled to said frame nearsaid front end thereof and a second pair of wheels coupled to said framenear said rear end thereof, said first and second pair of wheels adaptedto support said frame; and the engine transversely disposed with respectto the longitudinal axis of said frame near said front end of saidframe; a transaxle comprising a transmission unit transverselyoperatively coupled to a crank shaft of the engine for deriving powerfrom said crank shaft; and a final drive unit operatively coupled tosaid transmission unit, said final drive unit deriving power from saidtransmission unit; said first pair of wheels operatively coupled to anddriven by a first and a second output shaft of said final drive unit;said first output shaft operatively coupled to a first operative end ofa first drive shaft via a first constant velocity joint, a secondoperative end of said first drive shaft operatively coupled to one wheelof said first pair of wheels via a second constant velocity joint; andsaid second output shaft operatively coupled to a first operative end ofan intermediate drive shaft, a second operative end of said intermediatedrive shaft operatively coupled to a first end of a second drive shaftvia a third constant velocity joint, a second operative end of saidsecond drive shaft operatively coupled to other wheel of said first pairof wheels via a fourth constant velocity joint; and optionally saidsecond pair of wheels operatively coupled to said final drive unit,wherein said final drive unit is operatively coupled to a transfer caseunit, said transfer case unit operatively coupled to a propeller shaft,said propeller shaft operatively coupled to a rear differential, saidrear differential operatively coupled to a rear axle of said second pairof wheels, via a fifth and sixth constant velocity joint.
 3. Anarrangement for packaging an engine of a vehicle, said arrangementcomprising: a frame having a front end and a rear end; a vehicle bodysecured on said frame; a first pair of wheels coupled to said frame nearsaid front end thereof and a second pair of wheels coupled to said framenear said rear end thereof, said first and second pair of wheels adaptedto support said frame; and the engine transversely disposed with respectto the longitudinal axis of said frame near said front end of saidframe; at least one of an automatic transmission gear box and anautomated manual transmission; said first pair of wheels operativelyrotationally coupled to and driven by a first and second output shaft ofsaid at least one of an automatic transmission gear box and an automatedmanual transmission; said first output shaft operatively coupled to afirst operative end of a first drive shaft via a first constant velocityjoint, a second operative end of said first drive shaft operativelycoupled to one wheel of said first pair of wheels via a second constantvelocity joint; and said second output shaft operatively coupled to afirst operative end of an intermediate drive shaft, a second operativeend of said intermediate drive shaft operatively coupled to a first endof a second drive shaft via a third constant velocity joint, a secondoperative end of said second drive shaft operatively coupled to otherwheel of said first pair of wheels via a fourth constant velocity joint;and said second pair of wheels operatively rotationally coupled to saidfinal drive unit, wherein said final drive unit is operativelyrotationally coupled to a transfer case unit, said transfer case unitoperatively rotationally coupled to a propeller shaft, said propellershaft operatively coupled to a rear differential, said rear differentialoperatively coupled to a rear axle of said second pair of wheels, via afifth and sixth constant velocity joint.
 4. The arrangement as claimedin claim 2, wherein said first pair of wheels are operatively coupled tosaid second and fourth constant velocity joints via a first and secondknuckles respectively.
 5. The arrangement as claimed claim 2, whereinthe engine is one of an internal combustion engine and an electricmotor.
 6. The arrangement as claimed in claim 3, wherein the engine isan internal combustion engine.
 7. The arrangement as claimed in claim 2,wherein an electric motor is operatively disposed between the engine andsaid transaxle such that said electric motor selectively drives saidfirst pair of wheels.
 8. The arrangement as claimed in claim 2, whereinan electric motor is operatively coupled to said rear axle of saidsecond pair of wheels for selectively driving said second pair ofwheels.
 9. The arrangement as claimed in claim 2, wherein a bearingsupports a second end of said intermediate shaft.
 10. The arrangement asclaimed in claim 2, wherein said final drive unit comprises adifferential gear for facilitating the differential rotation of the twowheels in the first and second pair of wheels.
 11. The arrangement asclaimed in claim 1, wherein a steering gear is operatively coupled tosaid first pair of wheels, said steering gear is one of a left handsteering gear and a right hand steering gear.
 12. The arrangement asclaimed in claim 2, wherein a steering gear is operatively coupled tosaid first pair of wheels, said steering gear is one of a left handsteering gear and a right hand steering gear.
 13. The arrangement asclaimed in claim 3, wherein a steering gear is operatively coupled tosaid first pair of wheels, said steering gear is one of a left handsteering gear and a right hand steering gear.
 14. The arrangement asclaimed in claim 3, wherein said first pair of wheels are operativelycoupled to said second and fourth constant velocity joints via a firstand second knuckles respectively.
 15. The arrangement as claimed inclaim 3, wherein an electric motor is operatively coupled to said rearaxle of said second pair of wheels for selectively driving said secondpair of wheels.